Locomotive valve gear



Sept. ,28 ,1926. K Y 1,601,107

. A. w. CARROLL nocomonvn VALVE GEBR 5 Sheets-She'et 1 Filed Dec. 30,' 1924 lol amoemtoz ALEXANDER WCARROLL.

Sept. 28 1926.

A. w. CARROLL LOCOMOTIVE VALVE GEAR Filed Dec. 30, 1924 5 Sheets-Sheet 2 t, z o M a. 0 n rd Sept. 28,1926. Y 1,601,107 A. W. CARROLL LUCOMOTIVE VALVE GEAR Suva/whom ALEXA/VDEK VII CARROLL Sept. 28,1926. 1,601,107

' CARROLL LOCOMOTIVE VALVE GEAR Filed Dec. 30, 1924 5 Sheets-Sheet 4 351 abtoma A1. EXANDER WCMROLL.

Sept. 28 1926.

1,601,107 A. W, CARROLL LOGOMOTIVE VALVE GEAR Filed Dec. 30, 1924 5 Sheets-Sheet 5 anvemtoz ALEXA NDEAW Chi/r01;

Patented Sept. 28, 1926.,

ldieiditi atnjinnnna w. cannon, OF ELIZABETH, NEW JERSEY.

nocolvrorivn VALVE GEAR.

Applicationfilcd Dcce nher SO, 1924. Serial Np, 758,791,

This invention relates to a locomotive Va ve apparatus and, inore particularly, to valve apparatus for locomotives for switch ing and local use about industrial plants;

the usual type of locomotive valve ,the direction of, nioveinent'oit thelocootive is controlled by the valve gear mechanisn which is also'designed to so time the admission and cut-ofiof steamas to utilize tull expansive forcedfithe steam when locomo lve' is in motion or on a long haul. This involves the "use ofa number of moving parts considerable c mplexity. in small locomotives for local fhaul's' and stitching about industrial plants, in which the locomotive is started stopped at ire quent intervals, the fullutilization of the expansion power ofthe steam after the locomotive is in motion is not important. In such iocomotive, simplicity and a minimum number of moving; elements are desirable,

not only because ofthe lowencost of the motive but also because fewer opportuare afi'orded to the locomotive to get out of order, andless skill and care are re 1 in its opera tio11and repair.

- object of my present invention is to ide a simple valve apparatus having a niniinnm of moving elements and capable of placing a locomotive in forwarder reverse movement andhaving a'min'iinuin of moving parts. r i Another chest of the invention is to provide a reversing. device, which will pe mit the reversal of movementsojf a locoi'no'ti've having a simple i eccentric actuatedslide valve mechanism. I further oloject of the invention is to provide a compact apparatus by which the steam and exhaust connections off'a slide valve, driven from aneccentric on a drive shaft or other suitable means, mayhe re versed to reverse the direction of driving of the engine. With these and other objects in view,thc invention comprises the; locomotive valve mechanisindejscrihed and set forh 'in' the following specification and clai The various features of the invention are illustrated in th iacco; which: Y Y

I I i I V I 1 Fig. 1 1s a diagrammatic plan v ew, pa y in; section, ofla, valveapparatus embodying p efe ed 2m of th iii e i li EigJZis a diagrammaticsect onal v ew of the a t t -Fals Fig. 3 is a vertical cross sectional view or the valve apparatus taken online 38 otF gs, and 8,

*1 4 s a vertical cross sectional view Q of the v and 8 Fig. 5 is a vertical cross sectional view of the-apparatus taken online 55 of Figs. an 8 v Fig. 6 is a vertical cross sectional view of the apparatustaken on line 6 6 of Figs.

7. is a, vertical longitudinal sectional view of the apparatus taken on line 7- 7v oi F gz M Fig 8 is horizontal longitudinal view of the apparatus'taken' on line 88 of Fig. 3,and Q Fi 9 is horizontal sectional view of the an aratus taken on line 9 9 of Fig. 3.

in my present inventionpthe admission, cut-off, and, exhaust of steam to and from the engine cylinders are controlled by a slide valve actuated from the driving shaft of the locomotive by means of an eccentric or equivalent means, and, when its steam inlet and exhaust connections are fixed, capable ofdriving the locomotive in a single direction only. The reversal of the direction of movement of the locomotive is obtained: by reversi-ugthe connections of the steainand enhaus t ports. For this purpose, a reversing or control valve is provided with such connections to the inlet and'eXhaust ports of the,

slide valve andtothe steam supply and exhaust of the locomotive that, when it is in one position, the steam supply is connected to the steam inlet of thesli-de valve and the exhaust portof'the slide valve is connected to the exhaust nozzle, to drive the, locomo tive forwardly, meshes it is in another position, the steam supply is connected to what, in theother position, was the exhaust port ofthe slide valve and the former inlet port/of the slide valve is connectedto the exhaust nozzle, so that, in 'the same positions of the slide valve, the steam is admitted to the opposite ends of the driving cyl; inders fiiQI that in the forward movement,

' and the locomotiveis ther' 'efo re drijven in the reverse di. iection.

l fieferringfm pa ti ularly t h companying dra fr vings "the invention is illustrated/as appliedftoa locomotive of a usual type'having a pair of cylinders 10 and in. t at re pient r qi 11 'ilve apparatus taken on line Jr-4 connected respectively to driving wheels 14 on a shalt 15 of the locomotive. The admission of steam to the cylinders 10 and 11 and the exhaust therelrom are controlled by means of slide valves 16 and 17, reciprocating in valve chaml ers 1S and 19, respectively, and driven from the shaft 15 by means of eccentrics 20 and 21 and connecting rods 22 and 23, respectively. The invention may be applied to valves of any suitable construction, cylindrical valves being shown by way ot example, each comprising pair of pistons 24: and 25 mounted in spaced positions on a rod 26 and slidable in fixed sleeves QT and 28 mounted in the valve chambers between a central chamber or compartment 29 forming the interior of the valve and end compartments 30 and 31 at the exterior of the valve. is the valves reciprocate to their rcarmost or forward positions in the sleeves QT and 28, the opposite end portions of the cylinders 10 and 11 are placed in communication, through passages 32 and and through ports 3t and in the sleeves 27 and 2-8, respectively, alternately with the central compartment 29 and the end compartment 30 or 3 A valve gear of this type with steam supplied constantly to a fixed inlet and the exhaust constantly taken from a fixed outlet provides the admission and cut-ot'f of steam and the opening and closing of the exhaust ports in proper sequence but does not provide a means for reversing the movement of the locomotive. For example, in the arrangement illustrated and described above, when steam is supplied to the central compartment 29 or the interior of the valve and the end compartments 30 and 31 or exterior of the valve are in communication vith the exhaust, the engine is driven forwardly,

. while, it the end compartments 30 and 31 are connected to the steam supply and the central compartment 29 to the exhaust, the engine is driven in the reverse direction.

In my present invention. means are provided for reversing the engine or locomotive by reversing the connection between the valve ports and the steam supply line and the exhaust nozzle. For this purpose, steam supplied through the usual throttle valve 36 and steam line or pipe 37 passes to a control, or reversing, valve chamber 38 from which it is supplied either to the central compartment 29 of the valve cylinders 18 and 19 or to the end compartments 3() and 31. and the exhaust is correspondingly directed either from the end compartments 30 and 31 or from the central compartment 29 through the valve chamber 38 to an exhaust nozzle 4-0. The connections of the steam supply and of the exhaustthrough the valve chamber 373 to the ports of the valve chambers 19 and 19 are controlled by means of a slide valve 4-1 which is moved to the proper control positions in the valve chamber 38 by a lever in the cab of the locomotive and connected to the valve through a connecting rod l3, lever its. and connecting rod 15. Thus, in

the arrangement shown in the accom ianying drawings, when the valve :1 is in its torward position, steam is supplied through the valve chamber to the outer compartments 30 and 31 of the valve chambers 18 and 19, and the central compartments 29 of the valve chambers 18 and 10 are in commui 'cation with the exhaust nozzle 10 and the locomotive is driven in reverse. \Vhen the valve d1 is in its rearward position the steam supplied to the central compartments 29 or interior of the valve and the end compartments 3) and 31 or exterior of the valve are connected to the exhaust nozzle and the locomotive is driven t'orwardly.

In the arrangement and construction of the valve chamber and connecting passageways shown in the accompanying drawings. the steam-supplied through the pipe 37 is received in a chamber 46 extending length wise at one side of the chamber and communicating through ports a? and $8 at its opposite ends, Figs. (5 and T, with compartments t9 and 50 positioned at the ends ot, and opening into a central sleeve 51 which forms a chamber tor the control or reversing valve ll The compartments l!) and 5tl are thus always supplied with steam and in turn supply steam to the end portions of the cylinder 51 from which it may be directed to either the central compartmcmt 2?! of the valve chambers 18 and 19 or to the end compartments SO and 31.

ll hen the steam is to be supplied to the central compartments 29 it passes from the end compartment 50 ot' the reversing valve chamber into the end portion of the sleeve 51 and thence through ports 52, at a slight disance from the end of the sleeve into an annular chamber 53 surrounding the ports and from the chamber passes through ports 5-1- directly into the compartments 2.). hen the steam is to be directed to the end compartments 30 and 31 ot' the valve chambers 1S and 19, it pass s from the opposite end compartment -15) into the adjacent end of the sleeve 51 and thence through ports into an annular chamber 56 surroundinc the ports From the chamber 56. the steam passes through a vertical passageway 57, Fig. 5. into a chamber 58 extending lengthwise beneath the central reversing valve chamber and thence through ports 59 and 60, at each end, directly into the end compart ments 30 and 31. respectively.

The steam is directed either through the ports into the central compartments 29 or through the ports to the end compartments 30 and 31 by means of the reversing valve 41, which is preferably formed of a pair of pistons 6 an D- D Q l a rod lit) ' the 'cntnalfcom a tinentlQS i sIin c'o'm'mun'i' a ia cute i i valves i i. z 0,252 res ectively I valve 4:1 s in its rear t or foremost pos tiloii', saga is? shut fi f tmen sat" of the other set. V

one set ofports 52 or 55 is shut from co" 4- w as:

er. dges oi the, pi to f rm ffthe" valve. 41, cl

' llQfi g .r aastf" 6 1 "401 ivasl th s am r nt' er fer ni h snail; e stefi'm' 's'ii' lyftllit eudg'jcd g tnientsB d 3 ref in communication thei'nteriorbtth al. i an t v II 23 0- 1 9 i l epb T lY cl'iambers IS 19 to the ei'liaust being thusjreve'rsed. iroug tionbf the pathways 41" being opposite to each other. In this position of the valves, the path of the steam is as follows, the path of the steam being indicated by arrows in full lines and the path of the exhaust being indicated by arrows in broken lines. The steam passes from the end compartment 49 into the sleeve 51, thence through ports 55, annular chamber 56, vertical passage 57, Fig. 5, horizontal chamber 58 and ports 59 and 60 into the end compartments 30 and 31 of the slide valve chambers 18 and 19. From compartment 30 of chamber 18, the steam passes through passage 32 to one end of the cylinder 10 and from the compartment 31 of chamber 19, the steam passes through passage 33 to the opposite end of the cylinder 11. As the pistons 12 and 13 are forced by the steam to the opposite ends of their cylinders, exhaust steam is forced from the cylinder 10 through passage 33 into thecentral compartment29 and ex- 527012 afi iap lied" i iiahi a;

on with tli'e end s'iteitb that the: outer.

, awhaa n i 7tment s ai 'ni comn' 'unicatmn "with supply the antral compartment 29 1s in communication with the exhaust noz zle,

supp-1y the; the'acld thed" area; of movement of the locomotive being-thus haust steam is forcedhfrom the, opposite endv Q AN I:.. i n'z /mq-riu; =12. w 34 R. 1423 of cyl nder 11 throug ssageoZf. in o no V, .7 1 hauststeam passes through pOll S 54, cha n 7; neln wh n e co'n 29,-" artments bier s 5'3 amtpo rtgta into the central portionof ie s A ve 5li'and through, ports ii1ito' Igirenambisettlements to the;

a tnoiz'z letQl Fthen' thereveis'ingvalve l d to t Te o'ppos ite enact theisleeveb'l, 7,3, the l ive st-ealn acunit't cdt' tlic centmlg Fatim 9 d w th i .PQ tliavalves 1 6; and-r17, the steam, is admitted to tghe sna of he cylin tlfirS l0 and 1 1, oppo; v 4 Fig: 8;thusi'driving".tlie pistons- 3 in he opposite direction i l ha t t rcaoa is'prov ded; The additionofthe eerging va1 gmayi5e asii andsiihplyfmade y; st eif e '"p 'sa esrm h castiiigl' containing? t slidefvalvesi in; lieu offtlie usua1 s 1 p1 iand'xhaust"passages he. i ltl p alve "chahibelis b fi d ais'icyliir'drical passages which may be easily machined and; provided with the sleeves "for I i tl v lyes Thee, ylind ic l:assesses t r i tl. y mean I I e C1bur p tes and '71 bolted'ito' tlie t a5rasjqfthe? casting and provided withgs tiifiing boiie's 73' tothevariouevaive rods? f h eses f 6611s "u b f' ou be made, witli'n the scope of my invention, it' is in tended that all the matter contained in the above description or shown in the accompanying drawings be interpreted as illustrative and not in a limiting sense.

Having described my invention, what I claim and desire to secure by Letters Patent is:

1. A locomotive valve gear which coinprises, a pair of valves and valve chambers for the cylinders of the engine, of said 10- comotive, connecting rods for said valves driven directly from and in fixed relation to the driving axle of the locomotive, a control valve chamber between said valves, a steam supply chamber and an exhaust nozzle, one connecting with an upper central port of said control chamber and the other with a port at each end of said control valve chamber, a communicating chamber beneath said control valve chamber connected to op posite ends of each cylinder valve chamber and to said control valve chamber at one side of the upper central port, and a passage from the central portions of the cylinder valve chambers to the control valve chamber at the opposite side of said uppercentral port, a pair of valve pistons in said control valve chamber spaced to span the distance between said upper central port and one or the other of said connections, and means operable from the cab of the locomotive to move said valve pistons to connect said upper central port with one or the other of said connections.

2. A locomotive valve gear which comprises a pair of valves and valve chambers for the cylinders of said engine, connecting rods for said valves driven directly from and in fixed relation to the driving axle of the locomotive, a control valve chamber between said valves, an exhaust nozzle opening directly upwardly from the middle of said control valve chamber, a steam supply extending at one side of said control valve chamber and exhaust nozzle and connected to each end of said control valve chamber, a communicating chamber beneath said control valve chamber connected to opposite ends of each cylinder valve chamber and to said control valve chamber at one side of the exhaust nozzle, a passage from the central portions of the cylinder valve chambers to the control valve chamber at the opposite side of said exhaust nozzle, a pair of valve pistons in said control valve chamber spaced to span the distance between said exhaust nozzle and one or the other of said connections, and means operable from the cab of the locomotive to move said valve pistons to connect said exhaust nozzle with one or the other of said connections.

3. A locomotive valve gear which comprises, a casting comprising a pair of steam valve chambers, a common reversing valve tion of each steam *alve chamber to said re- 4 versing valve chamber between the exhaust nozzle and the other end thereof, a valve in said steam valve chamber, connecting rods for said steam valves driven directly from the driving axle of the locomotive, and a valve in said reversing valve chamber operable irom the cab of the locomotive to place said chamber and communicating passage in communication alternately with either said exhaust nozzle or said steam supply ends.

a. A locomotive valve gear comprising a casting having a pair of cylindrical steam valve passages therethrough and an upper cylindrical reversing valve passage therethrough midway of said steam valve passages, and having an exhaust nozzle projet-ting upwardly from the central portion of said reversing valve passage, a chamber between said steam valve passages beneath said reversing valve passage, and communicating with the ends of said steam valve passages and with the reversing valve passage adjacent said exhaust nozzle, a passage from the central portion of said steam valve passages to said reversing valve passage at the opposite side of said nozzle, a steam supply to the end portions of said reversing valve passages, and plates closing the ends of said passages.

ALEXANDER -W. CAR-ROLL. 

